SAM Modellers Datafile 09 - The Messerschmitt Bf-109 Part 1 Prototype to 'E' Variants

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Modellers Datafile • 9

THE MESSERSCHMITT

Bf 109

Part 1: Prototype to 'E' Variants The Bf 109 Part 1: Prototype to ‘E’ Variants

by Lynn Ritger

9 78095 5 1 85 809

SAM Publications

Printed in UK

SAM Publications

ISBN 0-9551858-0-7

9

9

SAM Publications

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9

THE MESSERSCHMITT

Bf 109

Part 1: Prototype to 'E' Variants by Lynn Ritger

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Cover: In this piece created exclusively for SAM Publications by noted aviation artist Jerry Boucher, Fw. Norbert Flegel is seen engaging a Spanish Republican I-16 Type 5 in his Messerschmitt Bf 109A coded 6-7 in the late spring of 1937

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Modellers Datafile No.9 The Bf 109 Part 1: Prototypes to ‘E’ Variants by Lynn Ritger First published in 2005 by SAM Publications Media House, 21 Kingsway, Bedford, MK42 9BJ, United Kingdom © 2005 SAM Publications © Lynn Ritger – Text © Jerry Boucher – Colour artwork © Jacek Jackiewicz – Scale plans All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any other information storage and retrieval system, without permission in writing from the publishers. ISBN 0-9551858-0-7 Typeset by SAM Publications, Media House, 21 Kingsway, Bedford, MK42 9BJ, United Kingdom Designed by Simon Sugarhood Printed and bound in the United Kingdom by Unwins, United Kingdom The Modellers Datafile Series • No.1 – De Havilland Mosquito * • No.2 – Hawker Hurricane * • No.3 – Supermarine Spitfire (Part 1: Merlin-Powered) • No.4 – Avro Lancaster (Inc Manchester & Lincoln) • No.5 – Supermarine Spitfire (Part 2: Griffon-Powered) • No.6 – Bristol Beaufighter • No.7 – English Electric Lightning • No.8 – Gloster (& Armstrong-Whitworth) Meteor • No.9 – Messerschmitt Bf 109 (Part 1 Prototype to E Variants) * Out of print Acknowledgments My heartfelt thanks are extended to those who offered their time and assistance in compiling this volume: John Beaman,Arthur Bentley, Jerry Boucher, Jules Bringuier, Jerry and Judy Crandall, Jim Crow, Ferdinando D’Amico, Steven Eisenman, Don Flynn, Wayne Funderburk, Brett Green, Tomislav Haramincic, Gary Hatcher, Georg Hoch, Denis Keegan, Charles Landrum, Olivier Lefebvre, Mark Mills, William Moore of AeroLocker, Pam Nelson, Dr. Jochen Prien, Robert Rensch, Neil Robinson, David Wadman, David Weiss, Peter Wells, Erik and Julie Whipple, the staff of the RAF Museum at Hendon, the staff of The Russell Group, and of course my beautiful and patient wife Debra. The author also wishes to acknowledge the tireless efforts of the following historians and researchers in creating the production and loss records which have been used in the compilation of the loss lists in this book: Kjetil Aakra,Winfried Bock,Andreas Brekken, Donald Caldwell, Olve Dybvig,Werner Girbig, George Hopp, James Kitchens III, George R. Morrison, Jim Perry, Dr. Jochen Prien, Hans Ring, Peter Rodeike, Gerhard Stemmer, and David Wadman.

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Contents Preface 5 Glossary 6

1 2 3 4 5 6 7

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Prototypes 7 Early company and prototype history

Iberian Debut 11 Operations in Spain, 1936–1939

Prewar Expansion 18 Luftwaffe Bf 109 units, 1937–1939

War, Again 24 Operational overview through early 1940

Baltic Battles 30 Bf 109 operations in Norway

Lightning Strikes 34 The invasion of France and the Low Countries

Reel, Britannia 45 The Battle of Britain, July–November 1940

Colour Side-views 65 Colour Photos 76 Colour Plan-views 78 Camouflage of Spanish Bf 109s 79

8 9 10 11 12 13

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Balkan Domination 82 The invasion of Yugoslavia, Greece, and Crete

Emils in the Sun 88 Mediterranean and North African operations

Eastern Twilight 92 Bf 109 operations on the Eastern Front

The Bf 109 as Trainer 97 Luftwaffe Training units and the use of early Bf 109s in those units

Foreign Users 99 A brief overview of non-German operations

Bf 109E Camouflage & Markings 104 Colors and markings of the Bf 109E in 1939–1940; by David Wadman

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Modelling the Bf 109

14 15 16 17 18 19 20

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Chapter

Detailing 111 Diagrams from official Messerschmitt factory manuals

Bf 109A Walkaround 124 Detailed photographs of Fw. Otto Polenz' Bf 109A

Bf 109E WNr 3579 Walkaround 129 An extensive photo series on the former H.J. Marseille machine in Ontario, CA

Bf 109E-3a WNr 2422 Walkaround 136 A series of walkaround photos of the preserved Swiss Emil at Dübendorf

Bf 109E WNr 4101 Walkaround 138 Detailed closeups of the Emil currently on display at the RAF Museum in Hendon

Building the Bf 109 146 The early Bf 109 in scale

What do judges look for? 162 How to separate the contenders from the pretenders

Appendices Appendix

I Kit Listing 165 A listing of currently available Bf 109 construction kits

II Accessories & Conversions 166

Appendix

A listing of accessories produced for Bf 109 kits Appendix

III Decals 167 A concise listing of Bf 109 decal sheets

Appendix

IV Bf 109 Units 168 A complete listing of the technical specifications of all the different Bf 109 variants

Appendix

V Bf 109 Airframes & Production 170 A detailed listing of Bf 109 technical information

Appendix

VI Bf 109 Bibliography 174 A concise list of books, journals and periodicals

Index 175 Fold-out Plans – 1/48th scale

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Preface Pictured in flight over the North Sea on a lovely spring afternoon (left and below), this Bf 109E-4/B from the Ergänzungsgruppe of JG 1 showcases the classic shape of this famous fighter

S

eventy years have passed since the first flight of the Messerschmitt Bf 109, and the story of the aircraft and the men who flew it continues to intrigue historians, enthusiasts, and modelers. The mechanical genius of the designer has been greatly overshadowed by the dark purpose for which it was designed; the men who flew this aircraft, the most sophisticated and capable in the world at the time it entered service, used it in service of a regime responsible for the deaths of millions. This work seeks neither to glorify nor condemn those who flew the Bf 109 in the service of Hitler’s Luftwaffe. It must also be stated that this is not intended to be a definitive history; the full story of the Bf 109 has yet to be told. As those who’ve spent time researching the Bf 109 have found, the exception is often the rule when it comes to deciphering variants, equipment, or units. One of the most useful tools for researchers in unraveling these mysteries are original documents which give the reader an insight into the day-to-day operations of a unit, pilot, or even a specific aircraft. During the war, the Germans had a penchant for highly effective record keeping, outweighed only by their desire to torch and burn any records dealing with the wartime period as the conflict drew to a close. Sixty years later, we are left with some reasonably (but not fully) complete production and loss records for Bf 109s, but we are also missing a vast amount of operational detail, especially in the 1944 time frame. In an attempt to help modelers broaden their choice of subject when researching that next 109 to build, detailed loss lists are being included in this volume. These lists are not complete, nor are they meant to be definitive; the researchers who spend hours upon hours of their time poring over old microfilms and collating and collecting data from log books and manuals are constantly revising and updating these lists. The loss records selected for inclusion in this volume are limited to those which contain sufficient information to make a

reasonable estimate as to the aircraft’s appearance, and are based in large part on the work of Jim Perry and George R. Morrison. It is hoped that this volume will prove to be a useful addition to the body of work dealing with Messerschmitt’s groundbreaking fighter. Lynn Ritger October, 2005

Preface

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Glossary

After receiving significant damage from a 54 Sqn Spitfire, Ltn. Wilhelm Fronhöfer of 9./JG 26 glided his Bf 109E-3 WNr 1184 to a skilful landing at Jubilee Farm, Ulcombe on 31 August 1940, and was taken prisoner (Photo: Wadman)

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Glossary

AA . . . . . . . . . Anti-Aircraft AG . . . . . . . . . Aktiengesellschaft – Joint Stock Company ARR . . . . . . . . Aeronautica Regala Romana, Romanian Air Force Balkenkreuz . . Straight (literally ‘beam’) cross – German national aircraft identity mark BEF . . . . . . . . British Expeditionary Force Bf . . . . . . . . . . RLM prefix code for BFW aircraft designed before 1937 BFW . . . . . . . . Bayerische Flugzeug Werke – Parent firm of Messerschmitt Dipl.Ing . . . . . Diplom Ingenieur – title given to those with an engineering degree DVL . . . . . . . . Deutsche Verkehrsluftfahrtministerium – German Air Transport Ministry Emil . . . . . . . . Letter ‘E’ in German phonetic alphabet (e.g. Anton, Berta, Cäsar, Dora, Emil) EPAD . . . . . . . Auto Reload & Firing Mechanism E Stelle . . . . . . Erprobungstelle – Test Centre FAI . . . . . . . . . Federation Aeronautique Internationale Fg Off . . . . . . Flying Officer (RAF) Fhr . . . . . . . . . Fähnrich (Luftwaffe) – Officer Cadet Fliegerkorps . . Air Fleet Flt Lt . . . . . . . Flight Lieutenant (RAF) Flt Sgt . . . . . . Flight Sergeant (RAF) FuG . . . . . . . . Funkgerät – Radio Apparatus Fw . . . . . . . . . Feldwebel (Luftwaffe) – Sergeant ranked between Uffz and Ofw Gefr . . . . . . . . Gefreiter (Luftwaffe) – Aircraftman, 1st Class Geschwader . . (Luftwaffe) – (equiv. RAF Group) Gp Capt . . . . . Group Captain (RAF) Gruppe . . . . . . (Luftwaffe) – (equiv. RAF Wing) Hakenkreuz . . Hooked cross – also known as a swastika. Nazi Party symbol Hptm . . . . . . . Hauptmann (Luftwaffe) – (equiv. RAF Flight Lieutenant) JFS . . . . . . . . . Jagdfliegerschule (Luftwaffe) – Fighter School JG . . . . . . . . . . Jagdgeschwader (Luftwaffe) – Fighter Group

JKRV . . . . . . . Jugoslovensko Kraljevsko Ratno Vazduhoplovstvo – Royal Yugoslav Air Force JVS . . . . . . . . . Jagdfliegervorschule (Luftwaffe) – Primary Fighter School KG . . . . . . . . . Kampfgeschwader (Luftwaffe) – Bomber Group Ltn. . . . . . . . . Leutnant (Luftwaffe) – (equiv. RAF Pilot Officer) Luftwaffe . . . . Air Force Maj . . . . . . . . . Major (Luftwaffe) – (equiv. RAF Squadron Leader) Me . . . . . . . . . RLM prefix code for Messerschmitt aircraft designed after 1937 Oberst . . . . . . (Luftwaffe) – (equiv. RAF Group Captain) Oberstlt . . . . . Oberstleutnant (Luftwaffe) – (equiv. RAF Wing Commander) Oblt . . . . . . . . Oberleutnant (Luftwaffe) – (equiv. RAF Flying Officer) Ofhr . . . . . . . . Oberfähnrich (Luftwaffe) – Senior Officer Cadet Ofw . . . . . . . . Oberfeldwebel (Luftwaffe) – (equiv. RAF Flight Sergeant) Ogefr . . . . . . . Obergefreiter (Luftwaffe) – (equiv. RAF Corporal) Plt Off . . . . . . Pilot Officer (RAF) RLM . . . . . . . . Reichsluftfahrtministerium – Reich Aviation Ministry Sqn Ldr . . . . . Squadron Leader (RAF) Stab . . . . . . . . (Luftwaffe) – Staff, e.g: Geschwaderstab – Group HQ Staff Staffel . . . . . . . (Luftwaffe) – (equiv. RAF Squadron) Staffelzeichen . Unit emblem Stkz . . . . . . . . Stammkennzeichen, delivery codes on aircraft Uffz . . . . . . . . Unteroffizier (Luftwaffe) – (equiv. RAF Sergeant) V . . . . . . . . . . Versuchs – Trials or prototype (aircraft) e.g: Bf 109 V3 WNr . . . . . . . . Werknummer – Aircraft factory-applied serial number

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Prototypes

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Chapter

Originally coded D-2005, Messerschmitt M 20b2 WNr 540 later received the registration D-UNAH ‘Odenwald’ when it entered service with Deutsche Lufthansa in March 1931. The aircraft crashed on 27 April 1936 at Kiel

H

ermann Würster strode purposefully towards the sleek, solitary aircraft waiting across the field.Ground crew busied themselves checking and rechecking every system and surface of the highly polished machine,taking care not to mar the flawless surface.Würster wasted little time in clambering up to the cockpit and getting down to business… it was almost 2 o’clock,and the skies were not getting any clearer.After completing the required preflight checks,the ground crew hand-cranked the 1,660 horsepower,supercharged Daimler-Benz inverted V12 into life. Würster carefully checked all the gauges,focusing intently on the coolant temperature gauge as he ran the engine up.Satisfied that all was well,he quickly taxied out and roared aloft at exactly 2:09pm. It was 11 November 1937. Screaming through the hazy, afternoon skies near Augsburg, Germany,Würster was at the controls of the Messerschmitt Bf 109 V13, registered D-IPKY… the thirteenth prototype of an aircraft type which was raising eyebrows across all of Europe. Four months previously in July, a handpicked team of Germany’s best pilots had taken part in the fourth annual flying meet at Dübendorf, Switzerland. That team of pilots, including Würster, had positively decimated competition by utilizing carefully prepared Messerschmitts for each contest. Two of the aircraft, the V13 (WNr 1050) and V14 (WNr 1029), were equipped with heavily modified Daimler-Benz DB601 engines, and it was these aircraft which made the greatest impression. Unfortunately, while being flown by Generalmajor Ernst Udet, the beautiful, wine red V14 (registered as D-ISLU) suffered a catastrophic oil loss due to a high-pressure oil line coming off and the aircraft was subsequently heavily damaged in the ensuing high-speed forced landing near Thün, Switzerland. Udet’s fabled ‘flier’s luck’ held fast, though, and he emerged from the ruined aircraft with nothing more than a bruised elbow and a damaged sense of pride. The V13 (registered as D-IPKY) returned home intact, and a new goal was set forth for the aircraft – to wrest the absolute speed record away from Howard Hughes. Set on 13 September 1935, the current mark stood at 352 mph (566.49 km/h), and Würster’s timed runs on 11 November easily eclipsed the record, setting a new FAI (Federation Aeronautique Internationale) – certified mark of 379.8 mph (611.23 km/h). Hitler’s decision to showcase a resurgent Germany and her technological prowess was paying handsome dividends.

Early company history The early development of the Bf 109 and the history of its parent company, Bayerische Flugzeugwerke (BFW), did not initially hint at the greatness to come. BFW went through several manifestations before joining forces in August, 1926 with a small manufacturing firm led by Willy Messerschmitt. The newly reconstituted BFW utilized the tooling and machinery of the former Udet Flugzeugbau, a firm launched in 1921 by William Pohl. Pohl, an American from Milwaukee,Wisconsin, recruited the well-respected Great War ace Ernst Udet to act as the company’s ‘front man’, and this he did with enthusiasm. Unfortunately, too much money was spent on development of too many different

types of aircraft, so a firm production base was never established and the company entered into receivership. Messerschmitt had produced a number of moderately successful designs before the merger, including the M 19, which won the prestigious Sachsenflug competition in September 1937 despite both M 19s encountering problems and not finishing the race! The superiority shown by the M 19 design earned Messerschmitt a firm ally in Theo Croneiss, one of the Sachsenflug pilots, and another decorated WWI ace. The firm entered into an agreement with Lufthansa shortly after the merger which would

have Messerschmitt design a small airliner for inter-city use. This aircraft, the M 20, held great promise for both BFW and Lufthansa, but the first prototype crashed on its first flight in February 1928, killing the pilot Hans Hackmack. Two years later, another M 20 crashed in Dresden on 6 October 1930, killing the two crew and six passengers, and this was followed six months later in April, 1931 by yet another fatal M 20 crash, again killing both crew members. The passengers in this last flight survived with only minor injuries, but the director of Lufthansa, Erhard Milch, had had enough and refused the delivery of any further M 20s. In spite of having a few other successful designs, including the U-12 Flamingo two-seat biplane inherited from the Udet Flugzeugbau as part of the lender-forced merger in 1926, the M20 was essentially the sole source of significant income for BFW, and with no further deliveries on the books, BFW was forced to file for bankruptcy on 1 June 1931. As negotiations between creditors

The basic design of the Bf 109 can be seen in this pair of M 29 racers; D-2306 is an M 29b powered by a Siemens SH 14A radial engine, while D-2309 is an M 29a powered by an Argus AS 8R inline engine. The aircraft are pictured wearing their race numbers for the 1932 Europarundflug; D-2306 carried the number ‘C3’, flown by Leander, while D-2309 carried ‘B4’ and was flown by Dinort

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A pleasing view of M 29a, displaying the 1932 Europarundflug competition number. Again, the similarity to the later Bf 109 can be seen in the slim fuselage, low-set angular wing, and centrally arranged landing gear

The Bf 109 V3, coded D-IOQY, is seen here in the summer or fall of 1936, possibly at Frankfurt. The single-piece windscreen side panels, starboard-mounted pitot tube, and cylindrical oil cooler beneath the port wing root (just visible) provide valuable clues in identifying this aircraft in later photos taken during its Spanish service

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Two months later, the rationale for Göring’s suggestion became clear when the RLM published its tactical requirements for singleseat fighter aircraft in document L.A. 1432/33. Briefly, the specifications sought were a single seat day fighter capable of 400 km/h at 6000 meters, reaching that altitude in no more than 17 minutes; an operational service ceiling of 10,000 meters; and two fixed machine guns with 1000 rounds, or one fixed 20mm cannon with 100 rounds. Interestingly, the document states that the performance of prospective designs would be evaluated in a very specific order... horizontal speed, rate of climb, and then maneuverability. This is a key insight into the basic design ideology behind the Bf 109. and BFW proceeded through 1932, design work continued on the two-seat M 29 racer intended to compete in the Challenge de Tourisme International. But yet again, another series of tragic accidents took place when D-2308 crashed fatally on 8 August 1932, followed by another M 29 crash the very next day. The pilot managed to parachute from the latter machine, but the mechanic in the aft seat was killed. The Deutsche Verkehrsluftfahrtministerium (DVL, the German Air Transport Ministry) thus immediately banned the remaining M 29s from competing in the contest. Despite the new setbacks, Messerschmitt continued to work behind the scenes towards rebuilding the company into a viable enterprise, and BFW ultimately reached an amicable agreement with their creditors in December 1932. Effective 1 May 1933, BFW was reborn as Bayerische Flugzeugwerke,AG (Aktiengesellschaft, or a corporation owned by shareholders).As part of the reconstitution and repayment process, BFW AG was obligated to begin license production of aircraft from other firms to help generate necessary cash flow. Just as this program was getting underway, however, a newly elected socialist government was sworn into power on 30 January 1933. The fortunes of Messerschmitt and his corporation were about to undergo a dramatic change.

On the same day that BFW AG recommenced official operations, a portly, ex-WWI fighter ace took office as the head of the Reichsluftfahrtministerium (RLM, or Reich’s Aviation Ministry). Hermann Göring had maintained contact with many of his former comrades-in-arms throughout the turbulent 20s and early 30s, and as one of Hitler’s earliest and most loyal supporters, he was a natural choice for the post overseeing all German aviation activity. Göring was well aware of Messerschmitt’s design capabilities, and in a letter sent to his old friend Theo Croneiss in October 1933, he offered hearty words of encouragement... as well as a firm suggestion to begin investigating the possibility of building a single-seat, high speed ‘courier aircraft’.

The Bf 109 Takes Shape The development contract for L.A. 1432/33 was initially issued to three companies in February 1934: Arado, Heinkel, and BFW. Over the years, some degree of political intrigue has been attributed to Erhard Milch and his influence over the bid tendering process. It has been suggested that BFW’s entry into the competition was only allowed after significant negotiation due to the animosity between Milch and Messerschmitt, but research by Willy Radinger and Walter Schick has indicated this may not be the case. Each of the aforementioned firms received the development contract at the same time, with Focke Wulf receiving a copy of the contract as late as September, 1934. The Arado Ar 80 design was a relatively conservative open-cockpit monoplane, with the characteristic forward-set vertical fin, while the Heinkel He 112 was a relatively portly aircraft, featuring the Günther brothers’ signature elliptical wing planform as first seen on the He 70. The latecomer Focke Wulf Fw 159 was a peculiar mix of complex technology and outmoded basic design, being a parasol-winged monoplane with a devilishly complex gear retraction system. Design work began on Messerschmitt project number P.1034 in March 1934,just three weeks after the development contract was awarded.A basic airframe mockup was ready by May,and a more detailed design mockup was prepared by January 1935.The design was issued the designation ‘Bf 109’by the RLM;‘Bf’for Bayerische Flugzeugwerke,and ‘109’having no further significance outside of being the next in line from a batch of type numbers assigned to BFW.It is worth noting at this point that after renaming the company to Messerschmitt AG in July 1938,all subsequent designs created after this name change carried the prefix ‘Me’,and surviving company documents and contemporary wartime records also refer to the 109 as ‘Me 109’.In fact,one factory document in the author’s collection refers to both the ‘Bf 109’and ‘Me 109’on the same page. So,for those who have wondered which usage is correct,the answer is ‘both’.For the sake of thoroughness,the aircraft will be referred to as the Bf 109 throughout this volume. The overall basic design of the Bf 109 was extremely forwardthinking for the day, if not terribly revolutionary. Metal monocoque fuselages were rapidly replacing the time-honored practice of steel tube frames with wooden stringers and fabric covering, and enclosed canopies and retractable gear were being seen on smaller, high-speed passenger aircraft such as the Heinkel He 70 and the Lockheed Orion.What made the Bf 109 such a standout was that it brought all of these elements together for the first time in an aircraft intended for front-line service. Extraordinary attention was paid to ease of manufacture during the development process with the fuselage structure being made up of two shell halves with flush-riveted longerons joined by a seam at the top and bottom. The cockpit area was essentially a box, with the lower forward area being formed by the central spar section. The firewall formed the front of this box, and the aft fuselage shell assembly was riveted to this central section. This allowed for great strength without the weight penalties of excess stiffening structure within the fuselage itself.

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The wings themselves were formed around a single, extraordinarily strong spar which required all of four bolts to attach to the central spar section. They could be removed in short order, and swapped out as necessary; indeed, there are numerous wartime photos of Bf 109s whose wing markings do not match each other, including the well-preserved G-6 WNr 163824 currently exhibited at the Treolar Centre in Australia. This design was carried over from the earlier Bf 108 four-seat touring aircraft. The Bf 108 was originally designed to compete in the 1934 edition of the Europa-Rundflug (flight around Europe), and one of the design requirements for the race was that the wings be able to be folded back along the fuselage. Messerschmitt handled this with extraordinary efficiency, and their solution has inadvertently led to much confusion among researchers and modelers decades after the fact. The single-spar design was patented by Messerschmitt, and was to prove helpful in more ways than one. One of the primary goals of the design team was to reduce parasitic drag; that is, to reduce the amount of airframe exposed to the air while at speed. As such, a relatively thin airfoil design (NACA 2R1 14.2 at the wing root, and NACA 2R1 11 at the wing tip) was chosen after much experimentation as it offered the best combination of high speed characteristics and low speed controllability. The planform of the wing was designed with ease of production in mind, being a simple double trapezoid design with a fully hinged trailing edge consisting of large flaps inboard and ailerons outboard. The ailerons were linked to the flaps and would droop to 11 degrees when the flaps were at their full 42 degree extension.Aileron response remained positive even in this configuration; this was incorporated to increase the overall camber of the wing at low speeds, offering a greater degree of controllability when landing. One area of concern was the performance of the chosen airfoil at high angles of attack, as the airfoil would have a tendency to stall as the wing angle relative to the direction of airflow was increased in a tight turn. However, a solution to this issue was found across the English Channel. Sir Frederick Handley Page had patented a leading edge slat design which would extend forward of the wing and keep the airflow attached to the wing as the angle of attack increased. Messerschmitt recognized this as an ideal solution when developing the Bf 108 in 1933, and worked out a deal with Handley Page which allowed use of Messerschmitt’s patented single-spar design in exchange for BFW’s use of the Handley Page slat. It should be noted that the slats are not motorized or linked in any way, and can be extended from the wing while at rest with only fingertip pressure. The design of the slats and the pivot mechanisms changed during the production life of the Bf 109, and these changes will be discussed in later chapters. The remainder of the basic design was conventional, with a small metal fin, counterbalanced rudder and braced horizontal stabilizers carrying counterbalanced elevators mounted somewhat high on the fuselage. The genesis of this basic design dated back to the M 29 racer of 1932. The aircraft was intended to use the Junkers Jumo 210 inverted V12 engine, but development delays forced Messerschmitt to look elsewhere for a powerplant to use in the V1. Somewhat ironically in retrospect, an English firm proved once again to be the solution to Messerschmitt’s needs. Rolls Royce had purchased an He 70 from Heinkel for use as an engine testbed, and the RLM was able to obtain several Rolls Royce Kestrel V12 engines thanks to Heinkel’s contacts within that firm. With the Kestrel mounted and the airframe completed, the Bf 109 V1 (WNr 758) was ready to begin flight testing in the late spring of 1935. Issued the civil registration D-IABI, test pilot Hans-Dietrich Knoetzsch lifted the V1 into the air on 28 May 1935 with little drama or fanfare. The first flight was very cautious, with the gear remaining extended.Afterwards, gear

retraction tests showed that the balloon-style tires fitted to the prototype would not allow the gear to fully retract. This problem was solved by simply cutting holes in the wings where the tires touched, and affixing streamlined fairings along the length of the wing chord at those points.As later variants would demonstrate, this would not be the last time a 109 would carry wing bulges due to fat tires. Knoetzsch continued the testing program throughout the summer, and ferried the aircraft to the Erprobungstelle Rechlin (E-Stelle for short: testing center) on 15 October 1935. However, while attempting to land after an aerobatic display, Knoetsch got it all wrong and the 109 wound up in a bent heap on Rechlin’s landing ground. The aircraft was repairable, but Knoetzsch’s reputation with Messerschmitt was not... he was fired immediately after the crash. Sent back to Augsburg for repair,

the V1 later moved to the E-Stelle Travemünde on the Baltic coast to continue flight tests. Eventually returned to Augsburg when newer Bf 109s were available, the V1 was left outside and eventually scrapped.

The first of many... The Bf 109 V1 is seen here warming up its Rolls Royce Kestrel engine in mid-May 1935, before the application of the civil registration D-IABI

Details of the Bf 109 V1 Aside from the Kestrel engine, which is of course the primary identifier, the V1 featured the following identification points: • A leading edge oil tank was located at the port wing root, and an external finned oil cooler was mounted in the same location on the starboard wing root. • The wings had a shallow dihedral angle of 4 degrees, giving a much flatter impression when viewed from head-on. • The gear doors had a more rounded contour to the lower sections, with the wheels retracting into circular outer wells • The ailerons carried two counterweights per unit, looking rather like reversed TACAN aerials • The slats extended well inboard from the tip; their inner edges nearly line up with the outer edges of the wheel wells • The wheel bulges noted earlier are much narrower than subsequent models, and extend in an elongated teardrop shape from the leading edge all the way to just forward of the flap/wing juncture. • Two small inlets were positioned on the wing roots just inboard of the oil tank and oil cooler • The pitot tube was mounted on the port side just forward of the windscreen forward edge. The aircraft was painted in L40/52, a light grey similar to the forthcoming RLM63 Hellgrau, and the registration D-IABI was carried in black on the fuselage sides and upper and lower wing surfaces. The only other national marking was the Hakenkreuz painted on a white background against a red band, centered at

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Dipl.Ing Carl Francke used the Bf 109 V7 (coded D-IJHA) to great effect at the Dübendorf flying meet in late July 1937, winning the Climb and Dive competition outright

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the rudder/fin hinge line. There was a data block on the aft port fuselage, which read: Bayerische Flugzeug-Werke GmBH Augsburg – Haunstetten (the entire address line is not known at this time) Leergewicht kg Gesamtlast kg Fluggewicht kg Höchstzul. Fluggewicht kg

No radio or armament was fitted to this prototype, nor was a bar fitted between the wheels as has been suggested in other publications. Other details remained remarkably consistent throughout the production of the Bf 109, including the fin and rudder shape, the horizontal stabilizers and elevators, the basic fuselage and canopy design, and of course the landing gear.

Further early prototype development The Bf 109 V6 originally wore the code D-IALY in German service; the aircraft was later sent to Spain

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Chapter 1

At the time of Knoetzsch’s unfortunate accident, the V1 was being delivered to Rechlin to begin a testing program in conjunction with the RLM’s fighter requirements.With the V1 therefore unavailable, the preparation of the second prototype was expedited. The V2 (WNr 759, registered D-IILU) was the first to be fitted with the 680HP Jumo 210A engine intended for series production, and as such provided a better benchmark for testing versus the lower powered (583 HP) Kestrel fitted to the V1. First flown on 12 December 1935, the V2 was flown to Travemünde by Dr. Ing. Hermann Würster in February 1936 to begin comparative flight testing. Two months later, on 1 April, the V2 came to grief following an odd incident; the windscreen became detached in flight, and the Travemünde-based test pilot was obliged to execute a forced landing. Rather than repair the aircraft, however, the fuselage was kept for further experimentation, and the V2 was written off. In that brief span of time between first flight and the crash, however,the V2 established a clear superiority over the other entries in the fighter competition.From late February through late March, the aircraft was put through punishing tests at Travemünde, including a spin test flown by Dr.Würster on 2 March which consisted of 21 consecutive spins to the right,then 17 spins to the left... a dramatic demonstration of both the capabilities of the Bf 109 as well as the superb piloting skills of Dr.Würster! Given its brief life span, photos of the V2 are not plentiful; however, some important details can be gleaned from those photos which are available: • The pitot tube was moved from the left side of the fuselage to the right, in approximately the same position as the V1. • The engine installation was very similar to early B-1s, with an underslung radiator • The engine cover panel was essentially the same as a B, except that the cover extended all the way aft to the firewall. This was changed from the V3 onwards into a two-piece affair, to allow better access to the fuselage guns and ammo boxes. • The ground power plug was beneath the aft edge of the canopy on the starboard side, again mirroring later installations in the B series aircraft. • The fuel filler was located beneath the canopy to port.

• Balloon-style tires (580x165) were still carried on this prototype, and as such the wings carried the same narrow teardrop-style bulges. • The aircraft was painted in L40/52 overall, and very highly polished. The registration D-IILU was painted in black on the fuselage and upper and lower wing surfaces, while the Hakenkreuz was applied within a white circle over red band, centered at fin/rudder junction. • The exhaust panel was in the same color as the fuselage, while the radiator outer shell in an unknown darker color. • The oil tank remained in the port wing root, and a new, flowthrough style of oil cooler was mounted beneath the port wing immediately aft of the gear well, immediately outboard of the wing/fuselage joint. Exactly one week after the crash of the V2, the third prototype (WNr 760, registered D-IOQY) flew for the first time at Augsburg. The V3 was the first Bf 109 to be outfitted with armament, carrying two MG17s in a staggered arrangement above and aft of the engine. In addition, it was intended to equip the V3 with a centerally-mounted machine cannon, but this installation was abandoned due to continuous problems with the gun itself.A new FuG (Funkgerät- radio apparatus) VII radio set was fitted to this aircraft, as was a more advanced 700HP Jumo 210C. In many ways, the V3 represented the first Bf 109 which could be considered representative of a production machine. There were a number of minor but distinctive external changes to the aircraft, which are listed below:

• The FuG VII necessitated an antenna mast with a triple wire setup... one wire led to a rather tall fin post, while two others led from the antenna to the leading edges of the horizontal stabilizers • The cowling was now separated into two large pieces, with closely-spaced indentations for the two MG17s located in the uppersurface of the engine hood.A pair of staggered gas ejection slots were included in the newly detachable aft cowling section, an inverted-L shaped cowling cover that allowed rapid access to the armament and engine accessory section. • Low-pressure balloon tires were still used. • The upper wing bulges were slightly different than those on the V1 or V2, being slightly wider, and terminating just past 2/3 of the way across the wing chord in a squared-off end. • The spinner is a major identifying point; as the aircraft was originally intended for centerline armament, the pointed spinner gave way to a hollow tube projecting from the blunted propeller end. • The windscreen had no angled quarter panels on each side; rather, the side panels were one complete piece. • A cylindrical oil cooler was mounted beneath the port wing root. The V3 had a considerably longer and more interesting career than its two predecessors.After two months of factory tests involving the armament system, the aircraft was turned over to the Luftwaffe at the beginning of July 1936 for a more rigorous testing program. Two weeks after the aircraft arrived at Travemünde, a series of events began to unfold with lightning speed that would usher in a revolution in aerial combat.

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Iberian Debut Chapter

2

I

n mid-July 1936, longstanding political and social tensions in Spain exploded into civil war. Several generals allied with political factions favoring an overthrow of the Populist Front government staged a coordinated rebellion beginning on 17 July, and many civilians immediately joined in the fray. The Nationalists, as the rebellious forces called themselves, were vastly outnumbered and sought to have a large contingent of sympathetic troops brought from Spanish Morocco across the Straits of Gibraltar. However, the Spanish Navy remained allied to the Republican cause, and would surely sink any ships carrying Nationalist troops. Thus, only five days after hostilities commenced, a Ju 52 flew to Berlin with an official request on behalf of General Francisco Franco to airlift his Moroccan contingent over to Spain. He met with little success in this quest, until the politically wellconnected Germans accompanying Franco’s emissary managed to bend the ear of a Gauleiter who counted Rudolf Hess among his contacts. Hess recognized an opportunity when he saw one, and authorized the men to take their plea directly to Hitler, who was currently enjoying the Bayreuth festival. Hitler immediately jumped at the chance to make a powerful ally to the south, essentially turning the unwitting Nationalists into political pawns. Thus, by the evening of 26 July, only four days after the men first arrived in Berlin, a basic framework for German assistance was in place. The first order of business was to begin organizing the necessary men and machines to effect the airlift. This was rapidly accomplished using 20 Ju 52s along with Lufthansa crews, and the ensuing airlift proved to be a rousing success. As the Republicans controlled most of the Spanish air force, however, it was decided that a few fighters were necessary to protect the slow Junkers. Thus, six Heinkel He 51 biplane fighters were quietly tucked into the hold of the steamer ‘Usaramo’ in Hamburg, along with a large quantity of other war materiel, and she set sail for Spain on 31 July. On board the ‘Usaramo’ were also 86 German ‘tourists’, ostensibly visiting Spain on holiday. Among this group was a particularly tall fellow named Hannes Trautloft. Rather than an ordinary businessman on an Iberian getaway cruise, Trautloft was a Leutnant (lieutenant) in the Luftwaffe. As with so many other enthusiastic members of the Luftwaffe, he had volunteered his services as a pilot and was fortunate to be selected for the first trip down. Trautloft’s flying skill had been honed several years earlier, at a clandestine German airfield built at Lipezk, Russia in 1925. Here, along with future Luftwaffe luminaries such as Günther Lützow, Max Ibel, and Wolfgang Falck, Trautloft learned the basics of flight and fighter tactics. He graduated from the course in September 1932, joining the other Lipezk graduates which formed the core of the reborn Luftwaffe in 1934. After several frustrating months of losing Heinkels to Russian-built Polikarpovs and being outpaced by Republican Tupolev SB-2 bombers, a decision was made to send several

examples of the Luftwaffe’s latest fighter to Spain to evaluate their suitability for combat. In December, Trautloft was summoned by the commander of the German ‘Legion Kondor’, Gen. Wolfram von Richthofen, to report to Seville to retrieve the first example of the Bf 109 to reach Spain. The V3 had undergone extensive endurance testing while at Travemünde, and Luftwaffe officials were eager to see how the aircraft would compare to the Republican I-15s which had run rampant over the Nationalist aircraft up until that point. Trautloft immediately set out from Vittoria, but bad weather forced him to make the rest of the trip via automobile. When he arrived on 11 December, he found that the aircraft he was scheduled to fly, the Bf 109 V4 (WNr 878, coded D-IALY as built and coded 6-1) had been wrecked by Lt. Erwin Kley just the day before. Trautloft was forced to wait until 14 December to fly the V3, now coded 6-2, but the performance of the Messerschmitt more than repaid the time spent waiting. He chased down a Nationalist Fiat CR.32 and passed it with remarkable ease, which made a significant impression on him. This initial test period lasted approximately eight weeks, during which the prototypes encountered their share of teething troubles; in one instance, the hydraulically actuated tailwheel of the V3 did not extend, leading to a damaged rudder when landing. Despite these minor setbacks, the increase in capability from the old He 51 to the new Bf 109

One of the first A models to reach Spain, 6-7 was ordinarily flown by Fw. Norbert Flegel, although Lt. Rolf Pingel and Oblt. Werner Mölders are also listed as having flown this aircraft. Like other early A models sent to Spain, 6-7 displays a multi-hued silver paint job on the fuselage with the cowlings, fin, and stabilizer in natural metal. Also noteworthy is the virtual lack of any fuselage panel lines; close study of period photos suggests that this first batch of 109s had their fuselage seams taped or puttied, not unlike the later Me 262

6 o 60 was the tenth D-1 sent to Spain. Here, the relocated oxygen fill point and ground power connection of the D model can be seen on the starboard side of the aircraft, just forward of the ‘60’. The overall dark tone of the aircraft is consistent with very fresh 63, or possibly 62 Lichtgün.

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The majority of Emils which were sent to Spain were cannon-armed E-3 models. However, at least a few E-1s were included in the deliveries as well. The second aircraft in this lineup is an E1, possibly 6 o 128 or 6 o 129 based on the visible contours of the third fuselage digit. It is not 6 o 126, however, as photos show this to be an E-3 variant

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was so great that events were immediately set in motion to have all of J./88 re-equipped with the new fighter.

A brief examination of the early 109 series The 109 was assigned the type number 6 in Spanish service. The first three 109s sent to Spain were numbered 6-1, 6-2, and 6-3... but in what order? A photo has surfaced which clearly shows the V3 wearing the code 6-2, but later photos show this same aircraft to wear the code 6-1. Telltale recognition points of the V3 in this early photo are the unframed windshield side panels, the exposed oil cooler beneath the port wingroot, and the distinctively shaped nose. The V3 was also the last prototype to be fitted with a pitot tube on the starboard side of the aircraft, just forward of the

the V5 was retained for armament trials with the ElektroPneumatisch Abzugs- und Durchladevorrichtung 17 (EPAD 17- an automatic reload and firing mechanism for the cowlmounted MG17 guns), and then transferred to Rechlin at the end of 1937 for further testing. Thus, it seems relatively certain that the three prototypes sent to Spain for initial evaluation were the V3, V4, and V6. Further confusion surrounds the first batch of production machines sent by sea to Spain. Messerschmitt factory documents clearly indicate the existence of a Bf 109A series, although the total number produced is not clear; some sources suggest 20, others say 22. The majority of these aircraft were sent to Spain with the Legion Kondor, being delivered between January and February, 1937. The main difference between the A and the B variants was the provision for a centrally mounted gun firing through the propeller shaft on the B. This brings up a very interesting point. In the vast majority of publications dealing with the Messerschmitt 109, there is little agreement on designations or configuration of the early Jumo-engined aircraft. Through careful examination of photographs, official Messerschmitt documents, and loss records, a pattern begins to emerge and the picture becomes a bit clearer... it appears that the initial batch of 109s sent to Spain were actually Bf 109As, not Bs. Further research is ongoing, but we have the following information to draw from: • The Bf 109A had no provision for a centrally-mounted gun. • There were approximately 20 Bf 109As constructed (22 according to Delivery Program No. 8 of 15, from August 1938- Nr. 138/38 Geheime Kommandosache) • The production dates of known Bf 109As range from December 1936 to February 1937. • VJ./88 began operations in March of 1937. • The highest-numbered aircraft in Spanish service seen in published photographs with the Schwarz wooden propeller is 6-16. • There are no factory or loss records suggesting the existence of a ‘Bf 109B-2’, a frequent claim in other publications when referring to aircraft with the controllable pitch metal propeller. • Records indicate the first batch of 109s to enter Spanish service were coded 6-3 through 6-18 – a total of 16 aircraft. There are several other details often overlooked when examining the first batch of 109s to be sent to Spain:

The first batch of B-1s sent to Spain in early 1937 were delivered in the standard Luftwaffe scheme of 70 and 71 over 65. The uppersurface colors faded fairly quickly, and all surviving aircraft later received an overall coat of 63 on the uppersurfaces, which proved to be better suited to the Spanish climate. This early B with the long slats and no wing guns has had a variable pitch propeller retrofitted in the field; the spinner paint has not held up very well, with large areas of natural metal showing through

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Chapter 2

cockpit; this provides an instant recognition point. In later photos, the V3 has received a production-style windscreen with the characteristic triangular lower windows, but the pitot remains in the same place. It would appear that the V4 was first to arrive, and therefore originally wore the number 6-1, with V3 receiving the code 6-2 and the V6 being coded 6-3. However, with Kley’s accident on 10 December, the V3 seems to have been renumbered as 6-1, and the V6 was renumbered 6-2. This is further borne out by the initial deliveries of the 16 A models, which were coded 6-3 through 6-18. The whole affair is quite confusing, but given the photo documentation and known facts, this seems to be a reasonable conclusion. Some sources have listed the V5 as being sent to Spain in addition to V3 and V4, but there are records indicating that

• The oil cooler on these initial aircraft is located at the wingroot joint, just aft of the port gear leg... later aircraft had the oil cooler moved outboard somewhat, clear of the disturbed airflow behind the gear leg • The cowling MG17s were still manually cocked... the EPAD 17 was not fitted (recall that this was still being tested in early 1937) • Photos of 6-15 taken after capture show the cockpit arrangement to be completely different from later 109s • All aircraft in this initial batch featured the longer slats. • Examination of photos of these initial aircraft show the fuselage panel lines to be invisible, even close up in strong light. This strongly suggests the joints were covered in pinking tape and faired in. • Photos also indicate that this first batch of aircraft appears to have been painted in a matte silver overall; the paint has a different reflective quality when compared to later photos of Bf 109Ds and Es which are known to have been painted

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Three early B-1 models are seen here with a Nationalist Ju 52 on a rather well-appointed airfield sometime in mid to late 1937. Note that the custom-fitted canvas engine covers provided with all early 109s are visible on the two aircraft in the background

Ofw. Otto Polenz force-landed his Bf 109A coded 6-15 behind Republican lines at Bujaraloz on 4 December 1937, and the aircraft was extensively test-flown by noted French pilot Konstantin Rozanoff, seen here in the cockpit of the aircraft which now sports the red wingtips of Republican aircraft. Later, the aircraft was extensively examined in Russia, where the remains were recaptured during the early advances of the Wehrmacht in mid-1941

This unknown Legion Kondor pilot is posing in front of a C or D model. The casual dress is worthy of note, as is the seat-pack parachute and the very early helmet

A pair of young Spanish ladies are seen here with a Spanish soldier in front of Günther Lützow's old mount, Bf 109A 6 o 10, later nicknamed ‘Altertum’

This Emil has suffered a gear collapse, and is in the process of being recovered, using a fairly primitive but effective crane

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Production Table 1 WNr 760 (V3) 808 809 810 883 884 994 995 996 997 1000 1001 1002 1003 1004 1005 1006 1007 1008 1009

Registration D-IOQY D-IIBA D-IUDE D-IHNY D-ITGE D-IXZA D-IMRY D-IPLA D-IVSE D-IZQE D-IMTY D-IPSA D-IQMU D-IVTO D-ILZY D-IJFY D-IBLE D-IHDU D-IYTY D-IOMY

Engine Jumo 210C Jumo 210D Jumo 210D Jumo 210D Jumo 210D Jumo 210D Jumo 210B Jumo 210B Jumo 210B Jumo 210D Jumo 210D Jumo 210B Jumo 210B Jumo 210B Jumo 210B Jumo 210D Jumo 210D Jumo 210D Jumo 210D Jumo 210D

First Flight 8 Apr 36 31 Dec 36 8 Jan 37 8 Jan 37 31 Dec 36 30 Dec 36 6 Jan 37 9 Jan 37 8 Jan 37 12 Jan 37 22 Jan 37

Delivery 30 June 36 21 Jan 37 19 Feb 37 21 Jan 37 14 Jan 37 19 Jan 37 1 Feb 37 19 Feb 37 19 Feb 37 14 Jan 37 19 Feb 37

28 Jan 37 28 Jan 37 2 Feb 37 5 Feb 37 4 Feb 37 10 Feb 37 12 Feb 37 16 Feb 37

18 Feb 37 20 Feb 37 19 Feb 37 20 Feb 37 20 Feb 37 20 Feb 37 20 Feb 37 20 Feb 37

With the arrival of the C and D models, photographic evidence points to all 109s currently in Spain receiving a uniform paint job of RLM 63 Lichtgrau over RLM 65 Lichtblau, including the surviving A models such as 6 o 6 seen here baking in the Spanish sun. This aircraft was regularly flown by future Ritterkreuzträger Fw. Herbert Ihlefeld, and later written off by Uffz. Franz Jänisch in July 1938

in RLM 63 Lichtgrau (or RLM 62 Lichtgrün) on their uppersurfaces. In his new work on Luftwaffe camouflage, Kenneth Merrick suggests the aircraft were in bare metal with a very thin, green-tinted protective coating; the complete absence of panel lines on the fuselage in many period photos and heavy wingroot paint wear visible in a photo of 6-4 strongly suggest a painted surface, however. All of these details are consistent in photographs of the first 15 Spanish Bf 109s. Based on this evidence, it seems to be a reasonable conclusion that this first batch of 16 aircraft were not Bf 109B-1s, but rather Bf 109As. Production Table 1 lists known Bf 109A airframes; this is based on an excerpt of an original Messerschmitt factory document dated 25 August 1937 titled ‘Delivered Bf 109 As and B-1s’. This document was first brought to light by the research of Willy Radinger and Walter Schick in their book ‘Messerschmitt Bf 109A-E: Development, Testing, Production’: Another RLM document (LC 7/1 Nr. 183.8/38 from 15 Aug

Fate To Spain, Dec 36 Delivered to Rechlin To Spain, VJ./88. Fate not known Delivered to Rechlin Fate not known Delivered to Rechlin (as original V10) Delivered to Berlin-Tempelhof Fate not known Fate not known Fate not known Fate not known Wrecked, written off 26 Feb 37 Fate not known Fate not known Fate not known Fate not known Fate not known Fate not known Fate not known Fate not known

1938, covering deliveries through May 1938) indicates that series production of the B-1 (featuring 3 MG17s) began at WNr 1021, while those aircraft from WNr 1010 to 1020 were to be retrofitted with the central MG17. This small batch included additional Versuchs aircraft, as indicated in Production Table 2. The May 1938 delivery document is not clear about the initial designation of these eleven aircraft, but the document does state that retrofitting the central MG17 would bring the aircraft up to B-1 production standards. No written documentation has been found which covers the relocated oil cooler on the port wing, but later photos of these early Spanish 109s indicate that the oil cooler location remained inboard, even though all the aircraft were retrofitted with the new VDM variable pitch propeller. It is not currently known whether the early aircraft were also retrofitted with the centrally mounted MG17; as we can see with the later Emil, the presence of a spinner with a port does not necessarily mean a gun was fitted. It is also not known if the EPAD17 system was retrofitted to these early aircraft to facilitate automatic cocking of the cowl guns. The changeover to the new propeller was relatively rapid within the Luftwaffe; indeed, propaganda photos taken upon the delivery of 25 Bf 109B-1s to II./JG 132 ‘Richthofen’ at Jüterbog-Damm in February 1937 show the aircraft to be fitted with a mixture of the Schwarz wooden units and the later metal props. The metal units appear on all subsequent Spanish deliveries as well. The next batch of 109s to reach Spain were 26 actual B-1 production aircraft, coded 6-19 through 6-45. Among the many conflicting detail variances on the B-1 models sent to

Production Table 2

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Chapter 2

WNr 1010

Registration D-IAKO

Versuchs Nr V10a

First flight Unknown

1012

D-IFMO

V11

1 March 37

1016

D-IVRU

V12

13 March 37

Test purpose On loan to BFW for testing; remains recovered and currently in storage Prototype of ‘gun wing’, testing fitment and operation of MG17s Testing of MG-FF fitment in ‘gun wing’

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Production Table 3 Code 6-26 6-27 6-29 6-30 6-34 6-36 6-38 6-42

Unit N/A N/A 2.J/88 2.J/88 1.J/88 1.J/88 1.J/88 1.J/88

Pilot N/A N/A N/A Fw. Reinhard Seiler Oblt. Erich Woitke Oblt. Harro Harder Uffz. Ernst Terry N/A

Disposition N/A N/A N/A A/C N/A N/A N/A N/A

Spain as well as those introduced into Luftwaffe service are the differences in the leading edge slats. As related earlier, the initial A models all featured the same longer, full-length slats as fitted to the prototypes. Many of the initial B-1s had these slats as well, but at some point in the production run, the new gun wing was introduced. to make room for the MG 17s, the slats were shortened by 635mm on their inboard sides. This configuration was successfully tested on the V1 prior to production; the stall characteristics of the aircraft were found to improve with these shorter slats as well. Many of these aircraft were delivered in the standard Luftwaffe splinter scheme of 70/71 over 65 the following chart indicates those aircraft identified through photos as wearing this scheme, as well as their units, pilot and disposition. Comparing the above listing of aircraft positively identified as being delivered in 70/71 against the second shipment of aircraft to be sent to Spain, it may be reasonable to conclude that other aircraft in that batch were also delivered in this scheme. 6-32 was photographed in 63 (or possibly 62) over 65, but this appears to have been a later repaint based on a similar treatment being applied to 6-38 (see note above). Previous publications have speculated on a number of different paint colors being used on these aircraft, but comparison of Spanish aircraft to Luftwaffe B-1s serving during the same time period show similar color demarcations between the uppersurface colors and the 65 undersurfaces, as well as a clearly identifiable splinter pattern in some of the better Spanish photos. Following the completion of the B-1 deliveries were five C models, coded 6-46 through 6-50; few photos have surfaced of these aircraft and all known photos show the aircraft wearing the 63 over 65 scheme. Again referring to the recent work from Ken Merrick, the possibility has been suggested that the uppersurface color may have been 62 green as opposed to 63; research continues on this issue. Given how few C models were constructed by BFW, the low delivery total is not unexpected. These were quickly followed by the main Jumo production variant, the Bf 109D-1. Whereas the C was powered by the fuel injected Jumo 210G, the D-1 reverted to the earlier carbureted Jumo 210D due to reliability issues with the more powerful injected motor. A total of 647 Bf 109D’s were built, with contracts spread between BFW, Focke Wulf, Erla, Fieseler, AGO, and Arado-Warnemünde. In contrast, only 58 C models were constructed, all by BFW. Externally, the C and D are virtually indistinguishable, but if one is fortunate enough to find a photo with the engine cowling off, a glimpse at the coolant header tank in the nose of the aircraft will readily differentiate between a C and a D. The C model had a header tank resembling the later Emil, being smooth with a flat top; the D model featured a large vent apparatus atop the ends of the tank on either side of the reduction gear housing. A total of 35 D-1s were sent to Spain, numbered from 6-51 through 6-86.

Notes

Lost in forced landing Aug 37

Later repainted in RLM 63 over 65 (ref: Laureau, p. 106)

Into Service The first batch of service-ready 109s to arrive was issued to 2.J/88, and the first victory for the 109 was scored by none other than Günther Lützow on 6 April. Another three victories were added to the roster by the end of April, and 2.J/88 had the dubious distinction of providing escort for the infamous raid on Guernica on 26 April. Oblt. Herwig Knüppel led six aircraft of the Staffel as high cover while the Ju 52s of K/88 droned in unopposed and destroyed the Basque town. The Northern campaign continued with a push into Bilbao (located west-southwest of Guernica), but in July, 2.J/88 was rushed southwards to the Brunete area near Madrid to oppose a sudden, strong Republican offensive. The air battles around Brunete were the first meeting between Republican Polikarpov I-16s and the Nationalist Messerschmitts. After a series of inconclusive contacts, a full fight took place on 12 July with Uffz. Guido Honess falling

victim to the nimble I-16s and perishing in the crash of Bf 109A ‘6-4’. On the 17th, Olympic pentathlon winner and future JG26 Kommodore Lt. Gotthard Handrick was downed by the US expatriate Frank Tinker, again flying an I-16. Uffz. Haarbach was shot down and slightly wounded on the 18th. Despite these losses, the Nationalist forces succeeded in pushing back the Republican offensive around Brunete, with a total of 8 victory claims by the 109s of 2.J/88. Once the situation was secure, Lützow’s unit returned to Vitoria... a new Nationalist offensive was imminent. August 1937 witnessed the all-out westward push towards Santander, on the Biscay coast, and this campaign was successfully concluded with the city’s surrender to Nationalist forces on the 26th. The Republican forces had been thrown into disarray by the strength of the Nationalist attack, and they were continually pushed westward. Eventually, Gijon was captured in late October, and the majority of the Biscay coast then lay in Nationalist hands. Air operations were intense during this period, with 1.J/88 under Oblt. Harro Harder

One of the principal opponents of the Bf 109 in Spain was the nimble Polikarpov I-15 ‘Chato’. This example, CA-108, was flown to La Ciena airfield on 2 November 1938 by defecting Republican pilot Sargento Arranz. As was the case on both sides of the conflict, the Nationalists immediately pressed any captured aircraft into service, and CA-108 has already received the characteristic white wingtips of the Legion Kondor

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An afflicted aircraft seen from the front; note that the black walkway is limited to the port wingroot only. The sharp paint demarcation line bisecting the rocker covers on the lower cowling is noteworthy as well

6 o 42, an early B-1 with long slats and no wing guns, is seen patrolling the Spanish coast sometime after early 1938. Originally delivered in 70/71/65, the aircraft was repainted in 63 over 65 at approximately the same time as the C and D models were reaching Spain

The most appropriate code for a Bf 109 6 o 109! Flown during the civil war by Kurt Sochatzki, this E-3 is seen after the end of the conflict. The Falangist markings were added to the black disc when the remaining Legion Kondor aircraft were transferred to Grupo 5-G-5

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joining its sister squadron in battle. The Messerschmitt squadrons wreaked havoc among the Republican aircraft, with Harder personally accounting for as many as seven victories by October 21. Following the consolidation of the northern territory gains, planning commenced for a strike towards Madrid. J/88 was not idle during this period, flying attacks on enemy airfields and this was to result in the capture of Ofw. Otto Polenz on 4 December. He was brought down during an attack on Bujaraloz airfield, and his Bf 109A ‘6-15’ was delivered virtually undamaged into Republican hands. The aircraft later made its way to Russia, where a thorough technical evaluation was prepared on it. In an odd twist of fate, the aircraft was later recaptured by German forces during their drive through Russia, although its subsequent fate is not known. It is worth noting that Polenz’ aircraft still wore the ‘early’ overall silver scheme and carried the Schwarz wooden propeller, suggesting that no movement towards a ‘common’ paint scheme for all of J/88’s 109s took place before this time.

Republican forces were tipped off to the planning of the Madrid offensive by a Nationalist deserter, and to forestall such an attack, a vicious offensive was launched against the tiny mountain town of Teruel on 16 December. Teruel’s primary claim to fame was being home to the coldest spot in Spain during the winter, and the weather of December and January lived up to that reputation. Nationalist aircraft and equipment encountered significant reliability problems,

hindering the ability of K/88 and J/88 to help support the defenders. The city fell to the Republicans in January, but a fresh push in February returned Teruel to the Nationalist fold. Air activity picked up in the latter part of January, and intensified significantly in February. In one fierce engagement, future JG 2 Kommodore Oblt. Wilhelm Balthasar achieved the then-unheard of feat of downing four Tupolev SB-2 bombers (referred to as ‘Martin Bombers’, for some reason) but his aircraft was positively riddled from defensive fire and he was forced to crash-land his flying sieve. Interestingly, this encounter was mentioned in passing to Charles Lindbergh by JG 132 Kommodore Gerd von Massow at a Berlin dinner party in October. Massow was quoted as saying,‘I know one fellow – I won’t say who – that shot down four Martin bombers in twenty minutes with a Messerschmitt 109.’ When queried by Lindbergh as to whether they were actually Martins or copies, Massow replied that they were Russian copies of Martin bombers used by the ‘government’ side. The next two months saw a realignment of priorities in the Nationalist camp. Rather than a push towards Madrid, which was certain to be heavily defended, Franco’s troops began heading for the Mediterranean, with the intention of bisecting the country. Beginning in the Teruel area, the Mediterranean was reached on 15 April 1938 despite fierce Republican resistance. J/88 suffered a few losses in combat during this period, as well as several losses due to operational causes. Among those losses were Uffz. Adolf Borchers in 6-21 collided with Lt. Fritz Awe over Lanaja on 4 April. Awe lost his life, but Borchers managed to escape via parachute. As the

Nationalists continued to move northwards towards Valencia, government resistance began to increase, until Franco’s offensive slowed to a crawl in June along the Ebro River. The Republicans continued to pour troops into the Tortosa area, and on 24 July, they launched a counteroffensive which caught the Nationalists completely off-guard. It was along the Ebro River front that the first shades of Blitzkrieg were seen, with Nationalist aircraft bombing and strafing the Republican forces to a standstill by early August. The intensity of the fighting took a significant toll on the men and machines of both sides. The victories racked up by the Messerschmitt pilots were increasing exponentially, despite losing only three 109s of J/88 to enemy action during the initial phase of the battle between late July and September. Improvisation in battle led to improved tactics and fighting formations, and the Nationalist forces were quick to capitalize on these advantages. The Messerschmitt pilots soon began running up impressive scores, and doing all they could to duck the official requirement for transfer back home after five victories. A recent arrival to Spain, Otto Bertram, managed four kills from 12 to 31 August alone, and the brilliant Werner Mölders had reached eight victories by the end of September. Localized combats took place along the

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stalled Ebro front through the fall, until the Nationalists renewed their offensive on 31 October. Their first targets were the bridgeheads across the Ebro River, followed closely by a series of attacks on Republican airfields which effectively cut short any possible retaliatory air support. Combat still occurred, however, and J/88 pilots who scored victories during this period include Oblt. Walter Grabmann, Lt. Walter Oesau, and Mölders, who raised his score to fourteen on 3 November. However, Otto Bertram, the wunderkind of August, was shot down in Bf 109D 6-67 on 4 October, and taken prisoner by Republican forces. After breaking through the Republican line along the Ebro, Franco renewed his push towards Barcelona in late December and the city was taken on 26 January 1939. Aerial combat took a back seat to ground attack during this period, with both J/88 as well as Italian units destroying Republican airpower on their own fields in a series of quick but devastating attacks. The Republicans were in full retreat towards France under unrelenting pressure, and the Nationalists succeeded in reaching the French border on 10 February. The last combat victory for the Legion Kondor fell to Oblt. Hubertus von Bonin, Gruppenkommandeur of 3.J/88, who downed a Polikarpov I-15 over Alicante on 5 March. Six days later, J/88 relocated to Torrijos to take part in the last Nationalist offensive of the war. By this time, the unit was

fully re-equipped with brand new Bf 109Es, and their old, faithful Jumo-engined 109s were transferred to Grupo 5-G-5 of the Nationalist air force. A total of 45 Emils were received, with codes from 6-87 through 6-131. The majority of the Emils sent to Spain were the cannon-armed E-3 model, although a few E-1s such as 6-118 have been noted in photographs (such as 6-118). As the last desperate acts played out in the Spanish capital

of Madrid between demoralized Republican factions, the Nationalists launched attacks in the Toledo area on 26 March. Two days later, Madrid fell peacefully to Franco’s forces, and by 31 March, all fighting in Spain had come to an end. It had been a long and costly struggle, but the lessons taught in the fire of combat were destined to be absorbed by only one side. Those Soviet volunteers who returned home were soon to find themselves targets yet again; this time, there was to be no escape from the bloodthirsty purges of Josef Stalin, who massacred soldiers, pilots, generals, and civilians alike. The men of the Legion Kondor returned home to an entirely different kind of welcome; they were greeted as conquering heroes by an adoring public and an appreciative government. Awards and promotions followed, and the ‘Spaniards’, as they called themselves, brought back with them a great deal of combat experience as well as a newly refreshed sense of pride. Germany was no longer the demoralized and defeated whipping boy of 1918 she was now the most powerful nation in Europe. While the Legion Kondor was mopping up Republican resistance in midMarch, regular German troops and Luftwaffe units had moved out of the Sudetenland in Czechoslovakia and simply taken over the country. The democratic nations of Europe were aghast, but collectively did nothing to oppose the annexation they would have another chance soon enough.

Gunther Lützow's Bf 109A 6 o 10 is seen resting at La Ciena

An interesting photo, for more than one reason this BF 109 is seen in the markings of Gotthard Handrick, 1936 Olympic Pentathlon champion, but this does not appear to be the same aircraft that was frequently photographed in Spain. The heraldic ‘H’ in the black fuselage disc has a very distinctive Germanic font, rather than the flowing, lower case ‘h’ seen in Spain. The setting for the photo is definitely not La Ciena; the location has not been identified, although there has been speculation that this was a ‘presentation’ aircraft photographed in Germany and marked as Handrick's aircraft

Bf 109 losses in Spain Current research indicates that the Legion Kondor lost a total of 40 Bf 109s (of a total of 131). Not all of these aircraft have been tied to pilots, or even dates and locations; the list below contains only those aircraft for which comprehensive loss documentation exists. As discussed above, all aircraft coded between 6-4 and 6-19 are listed as ‘Bf 109A’, to differentiate from the later production B-1 models. Date 10.12.36 11.02.37 12.07.37 18.07.37 ??.08.37 ??.09.37 ??.09.37 04.12.37 04.04.38 04.04.38 14.6.38 25.07.38 04.10.38 06.02.39

Type Bf 109A Bf 109 V6 Bf 109A Bf 109A Bf 109B-1 Bf 109A Bf 109A Bf 109A Bf 109B-1 Bf 109B-1 Bf 109B-1 Bf 109A Bf 109D-1 Bf 109E

Pilot Kley, Uffz. Erich Rehahn, Lt. Paul Höness, Lt. Guido Haarbach, Uffz. Seiler, Ofw. Reinhard Flegel, Fw. Norbert Stange, Uffz. Hermann Polenz, Fw. Otto Awe, Lt. Fritz 6-20 Borchers, Uffz. Adolf Priebe, Lt. Eckehardt Jänisch, Lt. Franz Bertram, Lt. Otto Windemuth, Uffz. Heinrich

Code 6-3 6-2 6-4 6-14 6-30 6-7 6-12 6-15 6-21 6-33 6-6 6-67 6-98

Location Tablada Càceres Brunete unk. Alar del Rey Santander-Ost Santander-Ost Bujaraloz Lanaja Lanaja Villafames unk. Venta de C. Vilajuiga

Cause Crashed on takeoff Accident, KIFA Shot down, KIA Shot down Crash landing Crash landing Crash landing Force landing, captured KIFA- collision with Borchers, 6-21 WIFA- collsion with Awe, 6-20. Parachuted Shot down (I-15?) Crash landing Shot down (I-16, Cortizo- 21/4) Shot down, KIA (I-15 of G23)

Key: KIA = killed in action KIFA = killed in flying accident WIA = wounded in action WIFA = wounded in flying accident

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This attractive 8. Staffel Bf 109D-1 exhibits an unusual Gruppenwelle aft of the fuselage cross. This form of III. Gruppe marking was not commonly seen until several years later

T

he Luftwaffe had not been idle while the men of the Legion Kondor fought in Spain between 1936 and 1939. A vast expansion scheme was underway, spearheaded initially by General Walther Wever, but later taken over by Generalmajor Ernst Udet after Wever’s death in an He 70 in 1936. Wever had been a strong proponent of the strategic bombing ideas of Giulio Douhet, but his influence on the course of German rearmament was lost just as Germany was beginning to offer military assistance to Franco’s rebels in Spain. The experiences of the Legion Kondor gave rise to the idea that quick-reacting tactical forces were of the utmost importance; hence, the vast majority of the Luftwaffe’s offensive striking power lay in fleets of medium bombers and single-engined dive bombers. The Jagdwaffe was not ignored in the expansion scheme, either. Spain had shown how dominant the Bf 109 was over all opposition, and the flying meet at Dübendorf in July 1937 further reinforced the concrete fact that there was nothing in continental Europe to match the performance of the Messerschmitt. At that time, the Bf 109 was just beginning to enter service with the Luftwaffe, with II./JG132 ‘Richthofen’ having the honor of introducing the type into squadron service in February 1937 at Jüterbog-Damm. As noted previously, the initial batch of 25 aircraft received by JG 132 were fitted with the wooden Schwarz propeller, but these were quickly exchanged for the variable-pitch metal units manufactured by VDM. The timing of the deliveries would suggest that II./JG 132 received the very first B-1 models of the BFW production line, immediately following cessation of A production in February 1937. Another nine months would pass before a second Luftwaffe unit would be equipped with Messerschmitts, with II./JG 234 receiving their new aircraft in November 1937. To the uninitiated, the numbering schema of prewar Luftwaffe squadrons is positively Byzantine in its complexity. With the introduction of the newly reconstituted Luftwaffe in

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1935, all of Germany was divided into six individual administrative districts, each one known as a Luftkreis (literally,‘air circle’). Each squadron would then have a three digit designator which indicated the following: • First digit: • Second digit: • Third digit:

the consecutive number of the specific squadron type in the Luftkreis the specific type of squadron the number of the Luftkreis to which it was assigned

For example, the designator for JG 132 ‘Richthofen’ can be broken down as follows: • • • •

JG: 1: 3: 2:

Jagdgeschwader (fighter wing) the first fighter squadron assigned to Luftkreis 2 identifier code for a fighter squadron Luftkreis 2 (the unit’s home base)

The second number (3) identifying a fighter squadron may seem redundant, but the Jagdgeschwader designation was also

Given the propensity of the Jumo’s radiator to ‘dig in’ and cause the engine mounts to completely buckle during a forced landing, the pilot of this B-1 coded ‘red 1’ did a fantastic job in minimizing damage

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The local inhabitants find the aircraft fascinating Photographed against the Gruppenkommandeur’s aircraft, these three ‘black men’ took a few moments for an informal photo. The tremendous early successes of the Luftwaffe were due in large part to the tireless efforts of the mechanics who kept the aircraft servicable under incredible pressure

Bf 109E-1 ‘Red 10’, WNr 3276 of 2./JG 77 is seen with other 2. Staffel aircraft at BreslauSchöngarten during the summer of 1939 ‘Safety first’ must be a foreign concept to this mechanic... This E-1 from the 5. Staffel of an unidentified Jagdeschwader is seen undergoing minor maintenance. The prominent WNr on the fin and the fully retracted slats and flaps are noteworthy

The E-1 in this posed propaganda photo displays a simple, straight demarcation line to the lower cowling camouflage. Also noteworthy are the fully extended radiator cooling flaps; the DB601 heated up quickly when idling on the ground, so it was common practice to open the flaps as wide as possible for maximum cooling effect

A beautiful summer day sees these groundcrew members using a pristine Bf 109E-1 as a park bench. The very tightly feathered edge to the paint along the lower cowling is noteworthy

At the outbreak of WWII, Hptm. Wilhelm Balthasar was serving as Staffelkapitän of 1./JG 1. Here, Balthasar towers over three ground crew as they pose next to his Emil, ‘white 1’

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identify at a glance what unit that aircraft belonged to; the II. Gruppe used a horizontal bar in the Staffel color, while the III. Gruppe used a ‘welle’, a wave design with one lower and two upper ‘loops’. Thus, if we see a Messerschmitt with the following code:

we know immediately that the aircraft belongs to the 2. Staffel, I. Gruppe of an individual Geschwader. If, however, the code reads as follows:

This D-1, coded ‘yellow 1’ of the 6. Staffel of an unidentified unit, experienced an engine problem and has become something of an inconvenience for the usual occupants of this farmland!

right: A brand new Bf 109E-1 of 4./JG 333 seen at Eger. The polished metal propeller front is particularly noteworthy (Photo: Petrick via J. Prien)

used for heavy fighters (Bf 110s), and those units to be equipped with the Bf 110 utilized the number 4 (e.g. JG 142, formed in late 1938). Each Geschwader was made up of three Gruppen, and within each Gruppen were three Staffeln. There was also a Stab (staff) flight of four aircraft for the Geschwader itself, and each Gruppe had a staff flight of three aircraft. The nominal strength for a Staffel was nine aircraft, equating to 30 aircraft for a Gruppe, and 94 for the full Geschwader. The numbering schema for the individual aircraft within the Staffeln and Gruppen was somewhat easier to understand:

then we can identify the aircraft as being from the 6. Staffel, in the II. Gruppe. An aircraft from the 7. Staffel, III. Gruppe would carry the following markings:

• White numbers (often with black trim) for the first Staffel in each Gruppe • Red numbers (often with white trim on prewar aircraft) for the second Staffel in each Gruppe • Yellow numbers (often with black trim) for the third Staffel in each Gruppe The second and third Gruppen each had their own distinctive graphic device aft of the fuselage cross to help

These two jolly pilots at a Jagdfliegerschule share a joke while posing with one of the unit’s Bf 109B-1s

far right: The deeper windscreen assembly introduced with later B models is seen in this dramatic photo. Note also the canvas liner just visible along the aft edge of the wheel well

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Later in the war, the Gruppen structure would be expanded to cover four units, with four Staffeln apiece. As the prewar dark green camouflage gave way to the lighter schemes, the red numerals in the 2., 5., and 8. Staffeln were gradually replaced with black numbers. Some units such as 6./JG 26 and 3.(J)/LG 2 experimented with replacing their yellow numbers with brown, in an attempt to reduce the visibility of the numerals. The Staffelführer’s aircraft traditionally carried the number ‘1’, although by 1944 this was being dispensed with. The ‘small’ prewar B1-style cross measured 660mm, and the numbers measured 650 mm high and 440 mm wide. The width of the stroke measured 110 mm. The Stab flights of each Gruppe and the Geschwader itself

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‘White 5’ of 1./JG 1 is seen at Sitzbereitschaft; the pilot is in the cockpit ready to go, awaiting the order to start. Note the sheen of the paint, the white aft half of the spinner, and the light grey gun troughs

This mechanic passes a lazy afternoon using a Bf 109D-1 of an unidentified unit as a backrest

This E-3 of 2.(J)/LG 2 exhibits a whole host of interesting marking features. The full color Hakenkreuz and band are very rare to see on an Emil; the style of the ‘7’ is definitely non standard; the entire forward part of the spinner is in red as well; and the gear legs are in a very dark shade, RLM 66 Schwartzgrau would seem to be a likely candidate, as they seem a bit dark to be RLM 70 Schwartzgrün

This pair of Bf 109D-1s from 2./ZG 76 has been caught in a particularly pleasing pose. The rarely-seen unit badge of I./ZG 76 is the coat of arms of the city of Olmütz (Photo: Matthiesen via J. Prien)

A pair of Emils from I./JG 77 are seen at Breslau-Schöngarten, their base of operations from May through August 1939

One early model which still seems to generate a bit of confusion is the Bf 109C-3. This was the first service variant fitted with the wing-mounted 20mm MG-FF cannon. They were modified from standard C-3s, and known examples are scattered throughout the 58 aircraft in the single C-model production batch. This example from 2./JG 130 is seen at Jesau in the spring of 1938 (Photo: Urbanke via Prien)

II./JG 77 was based at Pilsen, 80km SW of Prague from May through August of 1939, where this 4. Staffel E-3 is seen

When is a Messerschmitt a Zero? When it’s the aircraft in the background of this photo! These two B-1s from I./136 (not JG 136, just 136) are seen over Ostfriesland in the summer of 1938 (Photo via J. Prien)

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Seen at Dusseldorf in the summer of 1939, this Bf 109E-3 of 4./JG 26 displays an unusual numbering style also seen in 6./JG 26

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had their own set of unique markings, all of which were designed to facilitate quick recognition of unit leaders while airborne. Many variations of the basic designs are to be found in period photographs, but the samples below depict RLM standards for the most common Geschwaderstab and Gruppenstab markings.

Gruppenadjutant

Geschwaderkommodore

Gruppen Techniker Offizier

The Winkel was to be set at 60 degrees, with 110 mm wide arms. The forward and aft bar devices were to be 200mm away from the Balkankreuz; the length of the aft bar was to be 1150mm, and the length of the forward bar and Winkel was to be 970 mm. These standards apply to all following Stab markings.

Geschwaderadjutant The vertical bar was to be 110 mm wide, and set 200 mm forward of the Balkankreuz.

Geschwader Techniker Offizier

Gruppenkommandeur

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As noted previously, II./JG 234 based in Köln was the second home-based Geschwader to be equipped with the Bf 109, receiving their machines in November, 1937. The remaining Jagdgeschwadern were still operating with a mix of Heinkel He 51B and Arado Ar 68E and F biplanes; capable aircraft in their own right, but decidedly inferior to the sleek Messerschmitts. By early 1938, the license production agreements with other, larger manufacturing concerns were finally producing enough aircraft to not just re-equip current units, but also create new ones. As an example of how rapidly the Luftwaffe was growing, the following units were in place as of 1 April 1937, two months after II./JG 132 took delivery of their first Messerschmitts: I./ JG 131 II./ JG 132 II.(schwere J)/ LG I./ JG 136 I./ JG 232 II./ JG 234 II./ JG 334

I./ JG 132 I./ JG 134 I./ JG 135 4./ JG 136 I./ JG 234 I./ JG 334

Fifteen months later, as of 1 July 1938, there were an additional eight fighter Gruppen, and the majority of these units were equipped with the Bf 109B and D. The original Luftkreis system had been modified, being replaced with three Luftwaffegruppenkommando, as well as three additional Luftwaffekommando command structures covering Austria, East Prussia, and maritime aircraft operations. A number of

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units were split, with the offshoot Gruppen either being subordinated to a previously existing Geschwader. Others were incorporated as entirely new units (such as JG 138, formed in Vienna after the annexation of Austria). I./ JG 131 II./ JG 132 I./ JG 134 II. (schwere J)/LG I./ JG 135 I./ JG 136 I./ JG 137 I./ JG 138 II./ JG 234 I./ JG 334 III./ JG 334

I./ JG 132 III./JG 132 II./ JG 134 IV./ JG 134 II./ JG 135 I. (leicht J)/LG II./ JG 137 I./ JG 234 III./ JG 234 II./ JG 334

As Germany raced to build her air arm, political maneuvering in Berlin was bringing the country closer to war. Through late 1937 and into the first months of 1938, proNazi sympathizers and agitators in Austria were causing difficulties for the democratically elected Chancellor Schussnig. These activities were largely orchestrated behind the scenes by Berlin, with the ultimate goal of having a Naziled government installed. The Austrian Nazis proved to be incapable of taking a patient route to power, and began orchestrating anti-government rallies, even going so far as to plan an assassination attempt on a German diplomat which would then be blamed on pro-government forces. Schussnig was not blind to this manipulation, and called for a plebiscite to be held on whether Austria should merge with Germany. Enraged, Hitler demanded his forces prepare to march on Vienna and forcibly install a pro-German government, while making no secret of these military preparations. The pressure broke Schussnig, and he was replaced by the pro-Nazi Arthur Seyss-Inquardt. A memo with his name on it was created and circulated which ‘invited’ German troops into Austria, and on 12 March 1938, German forces marched across the border to the unbridled joy of thousands upon thousands of Austrians. Hitler himself could scarcely believe how successful this maneuvering had been, and decided on the spot to declare an Anschluss... Austria was to be annexed by Germany and incorporated into the Greater German Reich. The Anschluss had scarcely been completed when Hitler turned his attention towards another southern neighbor, Czechoslovakia. Created after the First World War from a loose confederation of states, one of the Czech provinces was comprised primarily of people of German ethnic origin. These inhabitants of the Sudetenland were rabidly proGerman, and Hitler was only too happy to make plans to bring them back into the fold. Unlike Austria, however, the Czechs had no intention of caving to German territorial demands, and this time, the British and the French were involved. Throughout the spring and summer of 1938, pressure on the Czech government increased, and it was becoming increasingly evident that Germany would resort to war to claim the Sudetenland. In England, Chamberlain had watched with dismay as Germany went from strength to strength, while he steadfastly held to the erroneous belief that Hitler was a basically decent man who only wanted the best for his countrymen, preferably through negotiation. The French were understandably nervous as well, with substantial German forces massing in the southern part of the country. The overwhelming strength of a newly resurgent Germany was finally sinking in, and neither France nor Britain was in any way prepared for an

armed conflict. Both countries had begun to make reluctant preparations for war, when Benito Mussolini had surprisingly suggested a four-way conference to discuss ‘the Czech question’. Chamberlain had already met privately with Hitler twice in September 1938, with no substantial breakthroughs, and he was desperate to preserve peace by any means necessary. When Mussolini offered to broker discussions, Chamberlain leapt at the opportunity, leaving Daladier in France little choice but to play along. The farce which followed in Munich was a mockery of diplomacy, and tarnished Chamberlain’s reputation forever. Chamberlain acceded to Hitler’s territorial demands for the Sudetenland without so much as consulting the Czech representative whose country he was dismantling and Daladier signed off on the agreement without comment. Hitler gave his solemn word that he had only peaceful intentions, and simply wanted to unify all Germans under one flag. Chamberlain returned to England to declare,‘We have achieved peace in our time’... he was not to know that what he considered a grand victory for diplomacy was to lead instead to the most destructive conflict in the history of man.

This D-1 of Stab I./JG 131 exhibits an unusual Gruppenstab marking for the Nachrichtenoffizier, in addition to the characteristic black/white/black spinner applied to I. Gruppe Stab aircraft during 1938-39

This pilot seems rather pleased with himself after crunching his D-1 ‘brown 7’ into a rocky field thanks to a failed engine. The extremely dark aft bulkhead to the cockpit stands in stark contrast to the RLM 02 interior which is just visible; note also the light grey gun troughs just behind the pilot’s arm

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A

s 1939 dawned, a distinct feeling of unease began to settle in among the democratic nations of Europe. Thanks to skillful manipulation of Konrad Henlein’s Sudeten-Deutschen Partei by Hitler, Britain and France had been browbeaten into accommodating Hitler’s territorial demands to have the Sudetenland in Czechoslovakia placed under German control. By signing the Munich Pact of 1938, Chamberlain and Daladier’s policy of political appeasement effectively removed over 40 divisions of fully trained troops, a reasonably well-equipped air force, and a first-rate munitions manufacturing capability from possible use in any potential conflict. Emboldened by his continued successes in political brinksmanship, Hitler began ratcheting up the rhetoric concerning the so-called ‘Polish Corridor’, a small bit of Polish land established after the Great War to allow Poland access to the Baltic Sea. Of all the Versailles dictates, this remained one of the biggest blows to German pride. East Prussia was still sovereign German territory, and Hitler’s initial demands to the Poles centered upon the return of Danzig (now Gdansk) to German control, as well as an extraterritorial corridor to be opened between Germany and East Prussia. Naturally, Poland objected strenuously to these demands, but unlike Austria and Czechoslovakia, the Poles had what they thought was an ace up their sleeve; they had signed treaties with Britain and France that would guarantee assistance in the event of invasion. Unfortunately for the Poles, they had not read the details of those treaties closely enough; the British guarantee was strictly for Polish independence, and did not make a single mention of Polish territorial sovereignty. Hitler was well aware of that fact, however, and took this as a sign that the British and French would back down as they had when he went into the Rhineland, then Austria, then Czechoslovakia. Hitler had one more nasty surprise to offer which effectively sealed the fate of the Poles. On 23 August 1939, the German foreign minister Jochaim von Ribbentrop and his Soviet equivalent Molotov signed the Russo-German Non-Aggression Pact. Each party agreed not to interfere in the military actions of the other, and not to enter into alliances against each other as well. Among the provisions of this document was a proposal to divide Poland approximately in half. The effect the pact had on the remainder of Europe cannot be underestimated... at the stroke of a pen, Hitler had removed any possibility of a twofront war, and created what amounted to an unholy alliance between the Nazis and Communists. The timing of the pact was designed to coincide with the commencement of hostilities with Poland, originally scheduled for 25 August. However, England’s announcement that she would honor her treaty obligations to Poland caused Hitler to briefly reconsider... would they declare war? Hitler’s bet was that they would not. However, for all of his mastery of

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political intrigue, there was one factor he did not take into account. Public opinion in England and France had finally reached a breaking point with the continual signing away of European territory. This sea change in public opinion was the driving force behind the actions of Chamberlain and Daladier over the next week. After a few days of consideration, Hitler reinstated ‘Fall Weiss’ (Plan White), the invasion of Poland, and had a number of commando teams in operation along the Polish/German border in the days leading up to the actual invasion. Hitler’s plan was to blame ‘Polish provocation’ for Germany’s ‘defensive response’, and the efforts at maintaining this charade were certainly thorough. In the most celebrated instance, the Gleiwitz radio station was taken over by nonuniformed SS troops, who then broadcast a call for a Polish uprising from the radio station, and left behind the body of a

The ground crew have gathered on this damaged and worn-out D-1, ‘yellow 13’, for an informal portrait. The aircraft has been shuttled to various units, as evidenced by the newer paint beneath the current Kennzeichen, and is missing its propeller. Also note that the gear legs are splayed out much further than they should be; having an extra thousand pounds’ worth of personnel lazing about on the airframe can’t be helping matters!

Whatever it was, it must’ve been hilarious... The pilot of this Emil, ‘red 13’, was obviously humored by his compatriot. Note once again the very even tone of the camouflage finish, consistent with the use of a single color

murdered Pole clad in an SS unifrom as ‘evidence’ of the alleged Polish incursion. To combat this ‘enormous threat’, Hitler unleashed an offensive on western Poland on the morning of 1 September 1939, the likes of which had never been experienced in modern warfare. Ju 87s and Henschel Hs 123s screamed

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Another heavily worn D-1, this time showing a distinct camouflage pattern as well as repainted gun troughs. These were given a coat of high-temperature light grey paint (not RLM 65) to help prevent damage to the steel inserts. The grey paint is similar to L40/52 or early RLM 41; colour photos shown elsewhere in the book depict this very well

Any landing you walk away from... The pilot of this Emil got it all wrong and scattered parts of his aircraft across this field. Note, however, that the cockpit section appears to be relatively intact. The sturdy central monocoque of the Bf 109 saved many a pilot during forced landings

This derelict PZL P.11c, white 4 of the 152 Eskadra Mysliwska force-landed into a ditch and was later found by German troops. This aircraft may have been one of the four PZLs ‘badly shot up’ during pursuit of German bombers after a raid on Modlin fortress.This was one of eight total losses for the 152 EM in the September campaign, out of a total of 10 PZLs on hand at the beginning of the war. 152 gave as good as they got, however, with eight total claims for enemy aircraft and observation balloons destroyed, and one aircraft damaged

Bf 109Es of I./JG 77 are seen at Juliusburg in late August 1939

Clad in dress whites, this Kriegsmarine officer casts a glance at something next to the downed British bomber. The separated forward section can be seen to the right of the photo

This pristine PZL P.7 is seen from beneath the wing of an RWD-8 at Deblin airfield in Poland, shortly after the Germans occupied it. This aircraft was stored in the hangar seen in the background, and then pushed out to be used as a photographic prop for souvenir photos of the conquering soldiers

Fw. Alfred Held’s ‘rote 1’ of 5./JG 77 sits at Sitzbereitschaft during the long, cold winter of 1939-1940. Held flew this machine during the intercept of the 9 Squadron Wellingtons which resulted in a victory each for both himself and Fw. Alfred Troitzsch. At the time, Held was credited with the first British success, but subsequent research would seem to indicate that Troitzsch actually had first honors in downing an RAF aircraft

The first day of war found 1. and 2.(J)/LG 2 on alert, with photographers present to capture the drama... or lack thereof (Prien)

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‘Yellow 6’, a Bf 109D of an unknown unit, warms up for another sortie. Interestingly, there is no discernible camouflage pattern in either photo, and the aircraft displays one Abschuflbalken on the fin

As the Wehrmacht rolled eastwards through Poland, the Luftwaffe moved to forward bases to operate as close as possible to the front. Here, a group of KG77 Dornier Do 17Es shares the field with ‘red 10’, a Bf 109D-1 of an unknown unit

This D-1, ‘Red 1’, has presented quite a challenge to these ground crewmen, as they try to figure out how best to get it back up on its gear. Note the color of the aft bulkhead in the cockpit; it appears to have been repainted in 66 Schwartzgrau over RLM 02, as traces of the original paint can be seen around the circumference of the bulkhead where the aft canopy retaining mechanism is located

Bf 109D-1 ‘Red 12’ has its Jumo 210 and cowling guns attended to. The aircraft formerly belonged to an unidentified II. Gruppe, as based on the overpainted aft bar on the fuselage

In this series of photos, the remnants of a 107 Squadron Blenheim (serial N5240) are seen on the quay at Wilhelmshaven. One of four 107 machines to fall on 4 September, this Blenheim was shot down by antiaircraft fire. Only one 107 Squadron machine succeeded in regaining its base – an ominous sign of things to come. Here, a Kriegsmarine officer helpfully points out the serial number of the downed aircraft

As 1 September 1939 dawned, a new era of aerial warfare dawned as well with the Bf 109’s entry into combat. These two machines are seen in the early morning light, before the ground crew preps them for the day’s missions

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down from the sky to deliver horrifyingly accurate attacks on Polish troop concentrations while the German tanks and mechanized equipment surged across the border. While this took place, fleets of Dornier Do 17Es and Heinkel He 111s headed towards Polish population centers such as Warsaw, Lvov, and Wielun. As the Dorniers and Heinkels fought their way through to drop their fiery cargoes, the Jagdwaffe was engaged in chasing down the Polish air force, and finding that the bravery of the Polish pilots in their fixed-gear PZL P.7s and P.11s was little match for a Schwarm of Messerschmitts. The Luftwaffe pilots exacted a terrible toll of those pilots which did manage to get airborne. It should be noted, though, that the battle was not entirely one-sided; Kpr. Wawrzyniec Jasinski of 132 Eskadra Mysliwska (Fighter Squadron) filed a claim for a Bf 109 near the Poznan-Lawica area on the first day of the war, and four more Messerschmitts would fall to the guns of the PZLs of this unit by 11 September. 113 and 114 EM were heavily active on 1 September as well, scoring a total of four victories over Bf 109s in addition to a large number of bomber victories. Those victories came at a significant cost, however; fifteen precious PZLs were downed in combat on the first day alone, not counting those aircraft destroyed on the ground. Approximately 158 PZL fighters (both P.7 and P.11) were available to the Polish Air Force on 1 September 1939. Ranged against this meager force were the Bf 109-equipped Jagdgeschwadern listed in the table below. The magnitude of the challenge facing the Poles is clearly

UNIT AND COMMAND I. Fliegerkorps I.(J)/LG 2 II./ZG 1 (JGr. 101) LftwKdo ‘Ost Preussen’ I./JG 1 I./JG 21 2. Fliegerdivision I./JG 76 I./JG77 Fliegerführer zbV I./JG 20

seen; no matter how stiff the resistance, the outcome was scarcely in doubt. Whatever lingering hopes of success the Poles might have entertained were dashed with the entry of Soviet forces into eastern Poland on 17 September, as agreed upon in a secret clause to the Russo-German Non-Aggression pact of three weeks earlier. During all of this action, one overriding question remained to be answered... where were the British and French? As the combined offensive rolled swiftly through Polish territory, a series of frantic meetings were held in London and Paris, with representatives of both the English and French governments arguing whether they should attempt to honor their treaty obligations to Poland. On 2 September, in fact, Chamberlain was still entertaining the idea of a conference with Hitler to discuss ceding some Polish territory in exchange for peace. Ultimately, however, enough was enough. Any doubts about the sincerity of Hitler’s Munich promises had been dashed in March 1939, when German troops simply walked into Czechoslovakia and took over the entire country without firing so much as a shot. The people of England and France recognized that they, too, would soon be on the chopping block if something was not done to stop German expansion. Thus, on 3 September 1939, Chamberlain wearily announced to his countrymen that a state of war existed between England and Germany. Daladier followed suit, and called for a general mobilization.

LOCATION

KOMMANDEUR

Lottin Mackfitz

This Bf 109D-1, WNr 2877, suffered a forced landing at some point which damaged the flaps and cowling. Here it is seen prior to a test flight after repairs have been completed, but before camouflage has been applied to the aircraft

UNIT STRENGTH

TYPES

Maj. Hans Trübenbach Maj. Joachim-Friederich Huth

37 36

Bf 109E Bf 109D

Gutenfeld Gutenfeld

Maj. Bernhard Woldenga Hptm. Martin Mettig

54 28

Bf 109E Bf 109C, E

Stubendorf Juliusburg

Hptm. Wilfired von Müller-Rienzburg Hptm. Johannes Janke

45 37

Bf 109E Bf 109E

Sprottau

Maj. Siegfried Lehmann (until 23 Sept when Hptm. Hannes Trautloft assumed command) Hptm. Hannes Gentzen

20

Bf 109E

40

Bf 109C,D

48 45 9

Bf 109C,E Bf 109E Bf 109E

I./ZG 2 (JGr 102) Gross-Stein Luftgau 3 (Reichs Defense) JG 2 ‘Richthofen’ Fürstenwalde JG 3 Zerbst 11.(N)/LG 2 Köln/Ostheim Total available Bf 109s, excluding home defense

Oberstlt. Von Massow Oblt. Max Ibel

Heinz Bär was one of the very few Luftwaffe aces to survive action from the first day of the war to the last. He ended the war with 220 victories and the Swords to the Knights’ Cross, flying the Messerschmitt Me 262. Here, he is seen in the cockpit of his Emil ‘white 13’ of 1./JG 51

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Seemingly oblivious to the wreckage behind them, these two men discuss the day’s success. The Blenheim pilot’s shoulder harness can be seen in the background, hanging uselessly amidst the twisted cockpit section

The laundry never waits, even in wartime! A damaged Bf 109D-1 serves as an impromptu clothesline for this resourceful Luftwaffe crew

Key: FSA = Fallschirmabsprung, parachute jump POW = prisoner of war MIA = missing in action KIA = killed in action WIA = wounded in action DOW = died of wounds Stfhr = Staffelführer Stkp = Staffelkapitän Kom = Kommandeur T.O. = Technischer Offizier

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The Poles were anticipating direct help from their allies, but were taken aback by how their western Allies decided to assist them; England dispatched ten bomber squadrons to France, along with four fighter squadrons, and the French mobilized their troops. The stated goal was to apply pressure to Germany’s western border, which would theoretically require a similar massing of forces on the German side of the border, thereby removing a number of fighting units from the Polish front. This may have seemed a good idea in theory, but in reality this was seen as a ‘paper tiger’ by the Germans, despite periodic raids and small battles taking place. In the first bombing raid of the war on 4 September, the RAF dispatched an unescorted force of Blenheims and Wellingtons to attack German naval units in Wilhelmshaven and Brünsbuttel, and they were met by fierce flak along with the Bf 109s of II./JG 77. Fw. Hans Troitzsch and Fw. Alfred Held each downed a 9 Squadron Wellington, marking the first Luftwaffe victories over the RAF in WWII. The French were mounting standing patrols over the western German frontier at the same time, and on 5 September, a dogfight between four Bf 109s from I./JG 53 and six Hawk 75s of GC II/4 resulted in two claims for the French... hardly an auspicious beginning for the Pik As Geschwader. In truth, these operations were little more than stalling tactics, an attempt by the Allied powers to offer a show of support to a doomed ally while attempting to build up their own forces. The Germans, having seen that there was no imminent threat of invasion, certainly did not feel compelled to reinforce their western defences, so it must be said that the Allied plan to assist Poland can only be considered a failure. Dismayed but undeterred, the Poles continued their

struggle against the might of the Wehrmacht, and they ensured that the battles were not always so one-sided... such future Luftwaffe Experten as Dietrich Hrabak and Friederich Geisshardt were damaged or brought down in combat. Despite the losses incurred, the Luftwaffe felt assured enough of the outcome of Fall Weiss by 16 September to transfer a couple of units back west; I./JG 77 moved to Oedheim for a short stay, thence to Frankfurt at Rhein-Main field and I.(J)/LG 2 moved from Pultusk in Poland to Garz on 20 September. As the Wehrmacht began consolidating the gains made in Poland, thousands of Polish troops and refugees swarmed towards the borders and ports while they still could. It is significant to note that of all the countries overrun by Nazi Germany during WWII, Poland was the only government to never surrender. Her leaders escaped to Romania, then onwards to France. They had scarcely arrived when Germany invaded France and the Low Countries in May; after the capitulation in June, the exhausted expatriates made their way across the Channel to England, and Polish pilots and troops later became some of the most feared fighters in the war. They longed for the opportunity to kill Germans... but that opportunity would have to wait.

Bf 109 losses in Poland Below is a list of recorded Bf 109 damage and losses to all causes between 1 and 22 September 1939, which marked the effective end of Polish aerial operations. This list is extracted from a compilation provided by Jim Perry, and any transcription errors are solely the responsibility of the author. Please note that this is not a fully comprehensive listing. Date 1.9.39 1.9.39

Model Bf 109C-3 Bf 109D-1

1.9.39

Name Müller, Ofw. Kurt Gutezeit, Ltn. Fritz

Unit 3./ ZG 2 3./ JG 21

Bf 109D-1

Wolz, Uffz. Otto

1./ JG 21

1.9.39

Bf 109D-1

Behrens, Ltn. Friedrich

1./ JG 21

1.9.39

Bf 109D-1

Rauhut, Gefr. Johannes

1./ JG 21

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WNr 1722

Code yellow 11 +

Reason Crashed while landing. POW after emergency landing due to fuel shortage. Returned 6.10.39 POW after emergency landing due to fuel shortage after combat. Returned 12.11.39 POW after emergency landing due to fuel shortage after combat. Returned 6.10.39 Crash landing after transfer flight

Location Fl.Pl. Gross-Stein near Suwalki

% Damage 100% 100%

Warsaw area

100%

Warsaw area

100%

Arys-Rostken

25%

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Model Bf 109D-1

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Name Mettig, Major Martin

Unit Stab I./JG 21

Bf 109D-1 Bf 109D-1

Dickow, Uffz. Erwin Reymann, Ltn. Rudolf

1./ JG 21 2./ JG 21

1.9.39

Bf 109D-1

Dettmer, Uffz. Heinz

3./ JG 21

1.9.39

Bf 109D-1

Ahrendt, Gefr. Werner

3./ JG 21

1.9.39

Bf 109D-1

Nieswandt, Ltn. Hans

1./ ZG 2

1.9.39 1.9.39

Bf 109D-1 Bf 109D-1

Röderer, Ltn. Hans Zimmermann, Major Otto

2./ ZG 2 3./ ZG 2

1.9.39

Bf 109D-1

1.9.39 2.9.39 2.9.39 3.9.39 3.9.39

Bf 109E Bf 109D-1 Bf 109D-1 Bf 109D-1 Bf 109E-1

4.9.39 4.9.39 6.9.39 6.9.39 6.9.39 6.9.39 7.9.39

Bf 109E Bf 109E Bf 109D-1 Bf 109D-1 Bf 109D-1 Bf 109D-1 Bf 109D-1

8.9.39 8.9.39 9.9.39 9.9.39 9.9.39 9.9.39

Bf 109D-1 Bf 109D-1 Bf 109D-1 Bf 109D-1 Bf 109E Bf 109E

2920 2921 1737 3108

10.9.39 10.9.39 10.9.39 10.9.39

Bf 109D-1 Bf 109D-1 Bf 109D-1 Bf 109D-1

497 2256 2598

10.9.39

2704, 2257 or 2604 2704, 2257 or 2604 2704, 2257 or 2604

2238 2252 2691

red 15 + yellow 7 +

South of Johannisburg

b 100% 100%

Berznicki/ Litauen near Bitschullen/ East Prussia Fl.Pl. Gross-Stein Fl.Pl. Gross-Stein

100% 100% 20% 100%

Hrabak, Oblt. Dietrich

1.(J)/ LG 2 1./ JG 21 1./ JG 21 3./ ZG 2 1./ JG 76

20% 35% 100% 50% 100%

Sannemann, Ltn. Heinrich Ködderitzsch, Ltn. Gerhard Ussmann, Uffz. Julius Zimmermann, Major Otto Brutzer, Ltn. Arthur Nuhn, Ogefr. Walter Rödel, Ltn. Gustav

2./ JG 1 I./ JG 77 I./ ZG 2 3/ ZG 2 Stab I./ ZG 2 2./ JG 21 2./ JG 21

Injured in crash landing Crashed on landing Arys-Rostken Crashed on landing Arys-Rostken Combat with PZL P-23 Radomsko Stkp. Reported lost after emergency landing behind the lines following combat with PZL P-23. Returned 4.9 WIA due to own Flak. Safe landing Mühlen Crash landing due to engine trouble North of Kreuzburg Belly landing after becoming lost Crash landing Fl.Pl. Kruszyca T.O. Take-off accident Fl.Pl. Gross-Stein Emergency landing near Sensburg Reported lost after emergency landing due to Stawisky engine trouble during ground attack. Returned 8.9.39 Cause unknown during Verlegungsflug. Zipser-Neudorf Reported lost after combat. Returned WIA Sanok/Krosno Crash landing Crash landing Reported lost after emergency landing. Returned Stargard Reported lost after emergency landing due South of Warsaw to Flak. Returned 10.9 Takeoff accident Takeoff accident Takeoff accident Stkp. Reported lost after emergency landing near Goniondz due to engine trouble. Returned POW after combat with PZL 11. Wloclawck Freed at surrender Kdr. belly landing due to engine trouble. Prasnicze Date uncertain, between 1.9 & 10.9 Crash landing Crash landing Taxiing accident Wolberz Belly landing due to Flak 20km ENE Krakow Combat with PZL P-24 Bialobrzegi Crashed on take-off Debrica Crash landing due to ground fire during 10km SW of Warka ground attack MIA due to Flak NE of Garwolin Crash landing due to Flak Luck Kdr. Flak. Luck Landing accident. Rolled into grenade crater Sadkow Crashed while landing Debica Emergency landing, cause unknown near Lancut Emergency landing, cause unknown near Jaroslaw Crash landing due to darkness near Klein Zechen Landing accident Fl.Pl. Sokoly Emergency landing, cause unknown near Gleiwitz Emergency landing due to Flak near Bialo-Brzegi Collision in flight with Bf 109D-1 WNr 2260 near Liegnitz Collision in flight with Bf 109D-1 WNr 2254 near Liegnitz FSA Crashed on take-off. Verlegungsflug Debrica Struck the ground and crashed near Bialystok Killed in collision in flight with Bf 109D-1 Freundlingen, near of Vogemann Gehlenburg Killed in collision in flight with Bf 109D-1 Freundlingen, of Langstorf near Gehlenburg

white 1 + red 7 +

red 14 +

Eggers, Oblt. Leo

I./ ZG 2 I./ ZG 2 I./ ZG 2 2./ JG 21

Bf 109E

Geisshardt, Uffz. Friedrich

2.(J)/ LG 2

red 13 +

10.9.39

Bf 109E

Reichardt, Major Hellmuth

Stab II./ ZG 2

black